WO2019107058A1 - Système de chauffage du type thermosiphon - Google Patents

Système de chauffage du type thermosiphon Download PDF

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Publication number
WO2019107058A1
WO2019107058A1 PCT/JP2018/040635 JP2018040635W WO2019107058A1 WO 2019107058 A1 WO2019107058 A1 WO 2019107058A1 JP 2018040635 W JP2018040635 W JP 2018040635W WO 2019107058 A1 WO2019107058 A1 WO 2019107058A1
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WO
WIPO (PCT)
Prior art keywords
heat
evaporator
cooling
supply unit
working fluid
Prior art date
Application number
PCT/JP2018/040635
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English (en)
Japanese (ja)
Inventor
康光 大見
Original Assignee
株式会社デンソー
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Filing date
Publication date
Priority claimed from JP2018122682A external-priority patent/JP7102977B2/ja
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2019107058A1 publication Critical patent/WO2019107058A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/03—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/18—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases
    • B60H1/20—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the air being heated from the plant exhaust gases using an intermediate heat-transferring medium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D15/00—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies
    • F28D15/02—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes

Definitions

  • the present disclosure relates to a thermosyphon heating device that heats air.
  • Patent Document 1 describes a technique of using a plurality of heat sources in a vehicle heating device that uses transport heat generated by a loop heat pipe for heating.
  • the loop heat pipe has a closed container formed by connecting an evaporation unit, a condensation unit, a steam pipe and a liquid reflux pipe in an annular shape, and a working fluid is enclosed in the inside.
  • the liquid of the working fluid is heated and evaporated to become vapor.
  • the vapor evaporated in the evaporation part is transferred to the condensation part through the vapor flow path formed in the vapor pipe.
  • the condensation section the vapor is cooled and condensed to a liquid.
  • the liquid condensed in the condensation part is refluxed to the evaporation part through the liquid reflux path formed in the liquid reflux pipe.
  • the loop heat pipe is thermosiphon type. That is, the liquid condensed in the condensation part is returned to the evaporation part by gravity.
  • the evaporator has an exhaust heat recovery heat exchanger and an electric heater.
  • the exhaust heat recovery heat exchanger exchanges heat between the exhaust gas of the engine and the fluid of the working fluid.
  • the electric heater heats the liquid in the exhaust heat recovery heat exchanger.
  • the engine and the electric heater are selectively used as heat sources.
  • Patent Document 1 when the temperature of the engine is low, it is necessary to warm up the engine. If the temperature of the engine is low, combustion becomes unstable and incomplete combustion gas is easily generated.
  • Patent Document 1 if the engine is warmed up using the heat generated by the electric heater, the engine can be quickly warmed up, but there is a possibility that the configuration for transferring the heat of the electric heater to the engine may be complicated.
  • thermosiphon heating device using a plurality of heat sources, warming up the other heat source using one heat source with a simple configuration.
  • thermo-siphon heating device includes an evaporator, a gas phase pipe, a condenser, a liquid phase pipe, a first heat supply unit and a second heat supply unit, and a control unit.
  • the working fluid in the liquid phase absorbs heat and evaporates.
  • the working fluid of the gas phase evaporated in the evaporator rises.
  • the condenser the working fluid that has passed through the gas phase piping releases heat to air and condenses.
  • liquid phase piping the working fluid condensed in the condenser flows down to the evaporator.
  • the first heat supply and the second heat supply are placed in heat conductive contact with the evaporator to supply heat to the working fluid.
  • the control unit controls the amount of heat supplied from the first heat supply unit to the working fluid.
  • the evaporator, the first heat supply unit and the second heat supply unit are evaporated when the temperature of the first heat supply unit is higher than the boiling point of the working fluid and the temperature of the second heat supply unit is lower than the boiling point of the working fluid
  • the working fluid boiled by the heat supplied from the first heat supply unit is configured to dissipate heat to the second heat supply unit and condense.
  • the heat of the first heat supply unit can be transferred to the second heat supply unit via the evaporator. Therefore, warming up the heat source of the second heat supply unit using the heat source of the first heat supply unit can be realized with a simple configuration.
  • the condenser is not only a heat exchanger that exchanges heat between the working fluid and air without passing through another heat medium, but also a heat exchanger that exchanges heat between the working fluid and air through the other heat medium in the condenser. Also includes.
  • FIG. 1 is a schematic view of a thermosyphon heating device in accordance with at least one embodiment of the present disclosure. It is a whole block diagram of the heating refrigerant circuit of the thermosiphon heating device in at least one embodiment. It is a whole block diagram of the thermosiphon heating device in at least one embodiment.
  • FIG. 2 is a front view of an evaporator, an electric heater and an engine coolant water heat exchanger of a thermosyphon heating device in at least one embodiment.
  • FIG. 5 is a cross-sectional view taken along the line V-V of FIG. 4;
  • FIG. 6 is a cross-sectional view taken along the line VI-VI of FIG. 5;
  • FIG. 2 is a cross-sectional view of an evaporator, an electric heater, and an engine coolant water heat exchanger of a thermosyphon heating device in at least one embodiment.
  • FIG. 2 is a cross-sectional view of an evaporator, an electric heater, and an engine coolant water heat exchanger of a thermosyphon heating device in at least one embodiment.
  • FIG. 2 is a front view of an evaporator, an electric heater and an engine coolant water heat exchanger of a thermosyphon heating device in at least one embodiment.
  • FIG. 10 is a cross-sectional view taken along the line XX in FIG.
  • FIG. 11 is a cross-sectional view taken along line XI-XI of FIG.
  • thermosiphon heating device It is a whole block diagram of the thermosiphon heating device in at least one embodiment. It is a block diagram of the cooling-use refrigerant circuit of the thermosiphon heating device in at least one embodiment. It is a whole block diagram of the thermosiphon heating device in at least one embodiment.
  • thermosiphon heating device 10 shown in FIG. 1 is a heating device for a vehicle that heats air that is blown into a vehicle interior space 2 of the vehicle 1 (in other words, a space to be air conditioned).
  • the up, down, front and back arrows indicate the up, down, front and back directions of the vehicle 1.
  • FIG. 1 shows a state in which the vertical direction of the vehicle 1 is parallel to the direction of gravity.
  • Vehicle 1 is a hybrid vehicle.
  • a hybrid vehicle is a vehicle that obtains driving power for traveling from an engine (in other words, an internal combustion engine) and a traveling electric motor.
  • An electric vehicle such as a hybrid vehicle supplies electric energy stored in a storage device such as a secondary battery to a traveling motor via an inverter or the like.
  • thermo-siphon heating device 10 is disposed in the vehicle interior space 2 and the engine room 3 of the vehicle 1.
  • the interior space 2 and the engine room 3 are separated from each other by a partition 4.
  • thermo-siphon heating device 10 includes a heating refrigerant circuit 11, an air conditioning casing 12 and an indoor fan 13.
  • the heating refrigerant circuit 11 is filled with a refrigerant.
  • the heating refrigerant circuit 11 is a heat medium circuit in which a refrigerant as a working fluid is circulated.
  • fluorocarbon-based refrigerants such as HFO-1234yf and HFC-134a are used as the refrigerant.
  • the refrigerant of the heating refrigerant circuit 11 is a heating working fluid.
  • the heating refrigerant circuit 11 is a heat pipe that transfers heat by evaporation and condensation of the refrigerant.
  • the heating refrigerant circuit 11 is a loop-type thermosyphon in which a flow path through which a gaseous refrigerant flows and a flow path through which a liquid refrigerant flows are separated.
  • the heating refrigerant circuit 11 includes an evaporator 14, a condenser 15, a gas refrigerant pipe 16, and a liquid refrigerant pipe 17.
  • the evaporator 14 is disposed in the engine compartment 3.
  • the evaporator 14 is an endothermic heat exchanger which absorbs heat from the electric heater 18 and the cooling water heat exchanger 19 to evaporate the refrigerant.
  • the evaporator 14 is a heating evaporator.
  • the electric heater 18 is a heating element that generates heat when power is supplied.
  • the electric heater 18 is a first heat supply unit that supplies heat to the refrigerant of the heating refrigerant circuit 11.
  • the cooling water heat exchanger 19 is a heat exchanger that exchanges heat between the cooling water of the cooling water circuit 20 and the refrigerant of the evaporator 14.
  • the cooling water heat exchanger 19 is a second heat supply unit that supplies heat to the refrigerant of the heating refrigerant circuit 11.
  • the evaporator 14 can conduct heat with the electric heater 18.
  • the evaporator 14 can conduct heat with the cooling water heat exchanger 19.
  • the evaporator 14 has a thin rectangular solid outer shape.
  • the cooling water heat exchanger 19 and the electric heater 18 have a rectangular parallelepiped outer shape.
  • the cooling water heat exchanger 19 is disposed in contact with the upper surface of the evaporator 14 which is inclined with respect to the vertical direction of the vehicle so as to conduct heat.
  • the electric heater 18 is disposed in contact with the lower surface of the evaporator 14 which is inclined with respect to the vertical direction of the vehicle so as to be thermally conductive. That is, the cooling water heat exchanger 19 and the electric heater 18 sandwich the evaporator 14.
  • the electric heater 18 and the cooling water heat exchanger 19 are detachable with respect to the evaporator 14.
  • the electric heater 18 and the cooling water heat exchanger 19 are fastened and fixed to the evaporator 14 by bolts and nuts.
  • the attachment and detachment of the electric heater 18 and the cooling water heat exchanger 19 with respect to the evaporator 14 can be performed without leakage of the refrigerant and the cooling water.
  • a plate-like heat transfer member may be interposed between the evaporator 14 and the cooling water heat exchanger 19 and between the evaporator 14 and the electric heater 18.
  • the evaporator 14 is fixed to the engine compartment 3 at an angle with respect to the vertical direction of the vehicle such that the electric heater 18 is on the lower side and the cooling water heat exchanger 19 is on the upper side.
  • the condenser 15 is disposed in the vehicle interior space 2.
  • the condenser 15 is a heat exchanger which cools and condenses the refrigerant and heats the air by heat exchange between the refrigerant evaporated in the evaporator 14 and the air blown to the vehicle interior space 2.
  • the condenser 15 is a heating condenser.
  • the condenser 15 is disposed on the upper side of the vehicle than the evaporator 14.
  • the condenser 15 is accommodated in the air conditioning casing 12 together with the indoor blower 13.
  • the air conditioning casing 12 and the indoor blower 13 are disposed in the vehicle interior space 2.
  • the air conditioning casing 12 forms an air passage through which the air blown into the vehicle interior space 2 flows.
  • the indoor blower 13 sucks in air and blows it to an air passage in the air conditioning casing 12.
  • the indoor blower 13 is a blower that blows air to the condenser 15.
  • the air conditioning casing 12 houses an air cooling heat exchanger and an air mixing door (not shown).
  • the air cooling heat exchanger is a heat exchanger that cools air by heat exchange between a low pressure refrigerant of a refrigeration cycle (not shown) and air blown into the vehicle interior space 2.
  • the air cooling heat exchanger is disposed upstream of the condenser 15 in the air flow in the air conditioning casing 12.
  • the air mix door is an air temperature control unit that adjusts the temperature of the conditioned air blown out from the air conditioning casing 12 to the vehicle interior space 2.
  • the air mix door is an air volume ratio adjustment unit that adjusts the ratio of the air volume of the air passing through the condenser 15 to the air volume of the air bypassing the condenser 15 among the air cooled by the air cooling heat exchanger is there.
  • the condenser 15 has a thin rectangular solid outer shape.
  • the condenser 15 has a heat exchange core portion 15a, an upper header 15b and a lower header 15c.
  • the heat exchange core portion 15a is disposed between the upper header 15b and the lower header 15c.
  • the heat exchange core portion 15a has a plurality of tubes.
  • the refrigerant flows in the plurality of tubes.
  • the plurality of tubes extend vertically.
  • the plurality of tubes are stacked on each other at a predetermined distance, and air is allowed to flow between the plurality of tubes.
  • a radiation fin is provided in an air passage between the plurality of tubes. Heat is exchanged between the refrigerant flowing in the plurality of tubes and the air flowing between the plurality of tubes.
  • Upper ends of the plurality of tubes are connected to the upper header 15b.
  • a gas refrigerant pipe 16 is connected to the upper header 15b.
  • the upper header 15 b is a refrigerant distribution tank that distributes the refrigerant to a plurality of tubes.
  • Lower ends of the plurality of tubes are connected to the lower header 15c.
  • a liquid refrigerant pipe 17 is connected to the lower header 15c.
  • the lower header 15c is a refrigerant collecting tank in which the refrigerants flowing out of the plurality of tubes are collected.
  • the gas refrigerant pipe 16 and the liquid refrigerant pipe 17 are pipes connecting the evaporator 14 and the condenser 15, and are disposed in both the vehicle interior space 2 and the engine room 3 through the partition wall 4.
  • the gas refrigerant pipe 16 is a heating gas phase pipe that guides the gas refrigerant evaporated in the evaporator 14 to the condenser 15.
  • the liquid refrigerant pipe 17 is a heating liquid phase pipe that guides the liquid refrigerant condensed by the condenser 15 to the evaporator 14.
  • broken lines in the gas refrigerant pipe 16 and the liquid refrigerant pipe 17 schematically indicate the liquid level of the liquid refrigerant.
  • the liquid surface of the liquid refrigerant is located above the evaporator 14.
  • the evaporator 14 is formed of a metal (for example, an aluminum alloy) which is excellent in heat conductivity.
  • the evaporator 14 has a heat exchange core portion 14a, an upper header 14b and a lower header 14c.
  • the heat exchange core portion 14a is disposed between the upper header 14b and the lower header 14c.
  • the heat exchange core portion 14a has a plurality of tubes.
  • the refrigerant flows in the plurality of tubes.
  • the plurality of tubes extend vertically.
  • the plurality of tubes have a flat cross-sectional shape extending in an elongated manner from the surface on the side of the coolant heat exchanger 19 toward the surface on the side of the electric heater 18.
  • the upper ends of the plurality of tubes are connected to the upper header 14b.
  • a gas refrigerant pipe 16 is connected to the upper header 14b.
  • the upper header 14b is a refrigerant collecting tank in which the refrigerants flowing out of the plurality of tubes are collected.
  • Lower ends of the plurality of tubes are connected to the lower header 14c.
  • a liquid refrigerant pipe 17 is connected to the lower header 14c.
  • the lower header 14c is a refrigerant distribution tank that distributes the refrigerant to a plurality of tubes.
  • the cooling water circuit 20 includes an engine 21, a pump 22, a radiator 23, a valve 24 and a reserve tank 25.
  • the cooling water circuit 20 is filled with cooling water.
  • the cooling water is antifreeze (so-called LLC) or water.
  • the cooling water circuit 20 is a circuit for cooling the engine 21 with cooling water.
  • the engine 21 burns fuel to generate a driving force for traveling.
  • the engine 21 has a water jacket through which cooling water flows. Cooling water flows through the water jacket to cool the engine 21 and heat the cooling water.
  • the exhaust heat generated by the combustion of the engine 21 is transferred to the cooling water flowing through the water jacket. Thereby, the engine 21 is cooled.
  • the pump 22 sucks and discharges the cooling water.
  • the radiator 23 exchanges heat between the cooling water heated by the engine 21 and the outside air to radiate the cooling water.
  • the cooling water heat exchanger 19 In the cooling water heat exchanger 19, the cooling water flows parallel to the radiator 23.
  • a valve 24 is disposed at a branch portion of the coolant flow of the radiator 23 and the coolant heat exchanger 19.
  • the valve 24 is a flow rate ratio adjusting unit that adjusts the flow rate ratio of the cooling water to the cooling water heat exchanger 19 and the radiator 23.
  • the reserve tank 25 is a cooling water storage unit that stores excess cooling water.
  • the control device 30 is composed of a known microcomputer including a CPU, a ROM, a RAM and the like, and peripheral circuits thereof. Control device 30 performs various operations and processing based on the control program stored in the ROM. Various control target devices are connected to the output side of the control device 30. The control device 30 is a control unit that controls the operation of various control target devices.
  • the control target devices controlled by the control device 30 are the indoor fan 13, the electric heater 18, the pump 22, the valve 24, and the like.
  • Software and hardware for controlling the indoor fan 13 in the control device 30 are a blowing capacity control unit.
  • the software and hardware which control the electric heater 18 among the control apparatuses 30 are a calorific value control part.
  • Software and hardware for controlling the pump 22 in the control device 30 are a coolant flow rate control unit.
  • the software and hardware for controlling the valve 24 in the controller 30 are a coolant flow control unit.
  • control sensor groups such as a condenser temperature sensor 31, a cooling water temperature sensor 32, an inside air temperature sensor 33, and an outside air temperature sensor 34 are connected to the input side of the control device 30.
  • the condenser temperature sensor 31 is a condenser temperature detection unit that detects the temperature of the condenser 15.
  • the condenser temperature sensor 31 is a fin thermistor that detects the temperature of the radiation fin of the condenser 15, a refrigerant temperature sensor that detects the temperature of the refrigerant in the condenser 15, or the like.
  • the inside air temperature sensor 33 is an inside air temperature detection unit that detects the temperature of air inside the vehicle cabin (hereinafter referred to as inside air).
  • the outside air temperature sensor 34 is an outside air temperature detection unit that detects the temperature of the air outside the vehicle (hereinafter referred to as the outside air).
  • the coolant temperature sensor 32 is a coolant temperature detection unit that detects the temperature of the coolant in the coolant circuit 20.
  • the coolant temperature sensor 32 is a heat medium temperature sensor or the like that detects the temperature of the coolant flowing out of the engine 21.
  • Various operation switches are connected to the input side of the control device 30.
  • the operation switch is provided on the operation panel 35 and is operated by the occupant.
  • the operation panel 35 is disposed near the dashboard in the front of the vehicle compartment. Operation signals from various operation switches are input to the control device 30.
  • the various operation switches are an air conditioning switch, a temperature setting switch, and the like.
  • the air conditioning switch sets whether to perform air conditioning.
  • the temperature setting switch sets the set temperature of the vehicle interior.
  • Control device 30 heats vehicle interior space 2 based on input signals from cooling water temperature sensor 32, inside air temperature sensor 33 and outside air temperature sensor 34, and operation signals from an air conditioning switch and a temperature setting switch. And whether to warm up the engine 21 or not.
  • control device 30 When heating the vehicle interior space 2, the control device 30 operates the indoor fan 13. When heating the vehicle interior space 2, the control device 30 determines a heating heat source based on an input signal from the cooling water temperature sensor 32.
  • the heating heat source is determined as the electric heater 18, and the temperature of the cooling water of the cooling water circuit 20 is evaporated
  • the heating heat source is the engine 21. If the temperature of the coolant in the coolant circuit 20 is higher than the saturation temperature of the refrigerant in the evaporator 14, the heating heat source may be both the engine 21 and the electric heater 18.
  • control device 30 supplies power to the electric heater 18 to cause the electric heater 18 to generate heat.
  • control device 30 controls at least one of the pump 22 and the valve 24 so that the cooling water supply to the cooling water heat exchanger 19 is shut off or the cooling water flow rate is reduced. Do.
  • the electric heater 18 When the electric heater 18 generates heat, it becomes higher than the saturation temperature of the refrigerant in the evaporator 14, and the heat of the electric heater 18 boils and vaporizes the liquid refrigerant in the evaporator 14.
  • the heat of the cooling water flowing through the cooling water heat exchanger 19 boils and vaporizes the liquid refrigerant in the evaporator 14.
  • the gas refrigerant vaporized in the evaporator 14 rises due to the density difference and reaches the condenser 15 through the gas refrigerant pipe 16.
  • the temperature of the condenser 15 becomes higher than the temperature of the air blown by the indoor fan 13
  • the gas refrigerant releases heat to the air blown by the indoor fan 13
  • the air blown into the vehicle interior space 2 by the indoor blower 13 is heated by the condenser 15 to realize heating of the vehicle interior space 2.
  • the control device 30 supplies power to the electric heater 18 to cause the electric heater 18 to generate heat.
  • the control device 30 stops the indoor blower 13 or reduces the air flow rate of the indoor blower 13.
  • the control device 30 controls the pump 22 and the valve 24 so that the cooling water is supplied to the cooling water heat exchanger 19 and the supply of the cooling water to the radiator 23 is shut off.
  • the cooling water in the cooling water heat exchanger 19 is heated by heat conduction through the heat exchange core portion 14 a of the evaporator 14 as shown by the white arrow in FIG. 6. Furthermore, the cooling water in the cooling water heat exchanger 19 is also heated by boiling condensation heat transfer.
  • the principle of heating the cooling water in the cooling water heat exchanger 19 by boiling condensation heat transfer will be described. If the cooling water has a temperature lower than that of the refrigerant in the evaporator 14, the refrigerant boil and evaporated by the heat from the electric heater 18 in the refrigerant tube of the evaporator 14 is indicated by a broken arrow in the heat exchange core portion 14a of FIG. As shown, it moves upward and radiates heat to the cooling water heat exchanger 19 side to condense.
  • the condensed refrigerant moves downward as shown by the solid arrow in the heat exchange core portion 14a of FIG. 5 and is boiled and evaporated again by the heat from the electric heater 18. That is, in the refrigerant tube of the evaporator 14, a small thermosyphon circuit is formed. Thereby, the cooling water in the cooling water heat exchanger 19 is heated, and the engine 21 is warmed up.
  • the electric heater 18, the heat exchange core portion 14a of the evaporator 14, and the cooling water heat exchanger 19 are arranged to overlap in this order from the lower side in the direction of gravity to the upper side.
  • thermosyphon flow is generated in the heat exchange core portion 14a.
  • control device 30 adjusts the balance between the air flow of the indoor fan 13 and the flow rate of the cooling water of the cooling water heat exchanger 19.
  • the electric heater 18 and the engine 21 are used in combination as the heating heat source, or only the engine 21 is used. You can stop 18
  • the evaporator 14 when the temperature of the electric heater 18 is higher than the boiling point of the refrigerant and the temperature of the cooling water heat exchanger 19 is lower than the boiling point of the refrigerant, the evaporator 14, the electric heater 18 and the cooling water heat exchanger 19 are In the evaporator 14, the refrigerant boiled by the heat supplied from the electric heater 18 is configured to radiate heat to the cooling water heat exchanger 19 and condense.
  • the heat of the electric heater 18 can be transferred to the cooling water heat exchanger 19 through the evaporator 14. Therefore, warming up of the engine 21 using the electric heater 18 can be realized with a simple configuration.
  • the pump 22 and the valve 24 adjust the amount of heat transfer between the coolant heat exchanger 19 and the engine 21.
  • the amount of heat supplied from the electric heater 18 to be used to warm up the engine 21 can be adjusted, so that heating and warm-up can be appropriately switched.
  • the cooling water heat exchanger 19 is located above the electric heater 18 in the direction of gravity. Thereby, the heat of the electric heater 18 can be effectively transferred to the cooling water heat exchanger 19 through the evaporator 14 by boiling condensation heat transfer.
  • the electric heater 18 and the cooling water heat exchanger 19 are located opposite to each other with respect to the evaporator 14. As a result, the electric heater 18 and the cooling water heat exchanger 19 can be efficiently disposed in the evaporator 14, so that the size of the apparatus can be reduced.
  • the electric heater 18 and the coolant heat exchanger 19 may be located on the same side as the evaporator 14.
  • the electric heater 18 and the cooling water heat exchanger 19 are attachable to and detachable from the evaporator 14.
  • the evaporator 14 is fixed to the engine room 3 by being inclined with respect to the vertical direction of the vehicle.
  • the heat exchanger 19 is fixed to the engine compartment 3 in a direction perpendicular to the vertical direction of the vehicle so that the heat exchanger 19 is on the upper side.
  • At least one of the engine 21 and the electric heater 18 can be used as a heat source to heat the passenger compartment space 2.
  • the control device 30 supplies power to the electric heater 18 to cause the electric heater 18 to generate heat, as in the above embodiment.
  • the electric heater 18 generates heat
  • the cooling water in the cooling water heat exchanger 19 is heated by heat conduction through the heat exchange core portion 14 a of the evaporator 14.
  • the cooling water in the cooling water heat exchanger 19 is also heated by boiling condensation heat transfer.
  • the coolant in the coolant heat exchanger 19 is heated to warm up the engine 21.
  • the evaporator 14 is inclined relative to the vertical direction of the vehicle and fixed to the engine room 3.
  • the evaporator 14 is oriented perpendicular to the vertical direction of the vehicle.
  • the evaporator 14 is fixed to the engine room 3 in a direction parallel to the vertical direction of the vehicle.
  • At least one of the engine 21 and the electric heater 18 can be used as a heat source to heat the passenger compartment space 2.
  • the control device 30 supplies power to the electric heater 18 to cause the electric heater 18 to generate heat, as in the above embodiment.
  • the electric heater 18 generates heat
  • the cooling water in the cooling water heat exchanger 19 is heated by heat conduction through the heat exchange core portion 14 a of the evaporator 14.
  • the cooling water in the cooling water heat exchanger 19 is also heated by boiling condensation heat transfer.
  • the coolant in the coolant heat exchanger 19 is heated to warm up the engine 21.
  • Boiling occurs in the heat exchange core portion 14 a by the electric heater 18. Since the density of the bubble-like gas refrigerant generated by this boiling is lower than the density of the liquid refrigerant, buoyancy is generated in the gas refrigerant, and the gas refrigerant moves upward in the gravity direction.
  • the heat exchange core portion 14a contacts the wall surface on the cooling water heat exchanger 19 side, condenses and liquefies.
  • the vertical height of the heat exchange core portion 14a (in other words, the tube length of the heat exchange core portion 14a) is sufficient.
  • the bubbles of the gas refrigerant come in contact with the portion of the tube of the heat exchange core portion 14 a located between the electric heater 18 and the cooling water heat exchanger 19. Since cold heat is transmitted from the cooling water heat exchanger 19 to the relevant portion of the tube, the bubbles of the gas refrigerant in contact with the relevant portion of the tube condense.
  • the gas refrigerant can be condensed before the bubbles of the gas refrigerant move upward with respect to the heat exchange core portion 14a.
  • heat is supplied from the electric heater 18 and the engine 21 to the refrigerant in the evaporator 14.
  • the electric heater 18 and the cooling water heat In addition to the exchanger 19, the inverter 40 also supplies heat to the refrigerant in the evaporator 14.
  • the inverter 40 converts DC power supplied from a power storage device such as a secondary battery into AC power and supplies the AC power to the traveling motor.
  • the inverter 40 is a heat generating device that generates heat as it operates.
  • the inverter 40 is a third heat supply unit that is disposed in contact with the evaporator 14 in a heat conductive manner and supplies heat to the refrigerant.
  • the heat generated by the inverter 40 is transferred to the evaporator 14 as it is. That is, the inverter 40 is a heat supply part which can not adjust the heat amount supplied to the evaporator 14 arbitrarily.
  • the electric heater 18 and the cooling water heat exchanger 19 are heat supply parts which can adjust the heat amount supplied to the evaporator 14 arbitrarily.
  • the amount of heat supplied from the electric heater 18 to the evaporator 14 can be arbitrarily adjusted by adjusting the power supplied to the electric heater 18 by the controller 30.
  • the controller 30 controls at least one of the pump 22 and the valve 24 so that the amount of heat supplied from the engine 21 to the evaporator 14 via the cooling water heat exchanger 19 can be arbitrarily adjusted.
  • the electric heater 18 and the cooling water heat exchanger 19 are disposed at one end side (upper right side in FIG. 11) of the heat exchange core portion 14 a of the evaporator 14 in the refrigerant tube stacking direction.
  • the inverter 40 is arrange
  • the first evaporator 141 in contact with the inverter 40 in the heat exchange core 14 a of the evaporator 14 contacts the electric heater 18 and the cooling water heat exchanger 19 in the heat exchange core 14 a of the evaporator 14.
  • the refrigerant flows in parallel to the second evaporating unit 142.
  • the first evaporator 141 of the evaporator 14 is disposed at a predetermined interval with respect to the second evaporator 142 of the evaporator 14.
  • the refrigerant of the first evaporation portion 141 of the evaporator 14 is boiled and vaporized by the heat of the inverter 40 and reaches the condenser 15 through the gas refrigerant pipe 16.
  • the refrigerant in the first evaporation section 141 of the evaporator 14 stays in a liquid state without boiling and evaporating. Since the refrigerant of the second evaporation unit 142 of the evaporator 14 flows in parallel to the second evaporation unit 141 of the evaporator 14, the refrigerant of the first evaporation unit 141 of the evaporator 14 remains in the liquid state. Also, the refrigerant vaporized and vaporized in the second evaporation section 142 of the evaporator 14 can reach the condenser 15 through the gas refrigerant pipe 16.
  • the refrigerant is boiled and vaporized by the heat of at least one of the electric heater 18 and the cooling water heat exchanger 19 and the condenser 15 through the gas refrigerant piping 16 It is possible to reach to the end and to heat the interior space 2 of the vehicle.
  • the electric heater 18 and the cooling water heat exchanger 19 At least one of the heats can heat the vehicle interior space 2.
  • the evaporator 14 has a first evaporator 141 and a second evaporator 142 in which the refrigerant flows in parallel to each other.
  • the electric heater 18 and the cooling water heat exchanger 19 are disposed in contact with the first evaporator 141.
  • the inverter 40 is disposed in contact with the second evaporation unit 142.
  • heat is supplied from the electric heater 18, the engine 21 and the inverter 40 to the refrigerant in the evaporator 14, but in the present embodiment, as shown in FIG. 12, the electric heater 18, the engine 21, the heat pump for heating Heat is supplied to the refrigerant in the evaporator 14 from the F. 50 and the transaxle 51.
  • cooling of the air blown into the vehicle interior space 2 is performed by heat exchange with the low pressure refrigerant of the refrigeration cycle.
  • cooling of air blown into the vehicle interior space 2 is performed by a thermosiphon cooling refrigerant circuit 52.
  • the heating heat pump 50 includes a heating compressor 53, a heat pump heat exchanger 54, a heating expansion valve 55, and a heating evaporator 56.
  • the heating compressor 53 sucks, compresses and discharges the refrigerant of the heating heat pump 50.
  • the heat pump heat exchanger 54 performs heat exchange between the high pressure refrigerant discharged from the heating compressor 53 and the refrigerant of the evaporator 14 to supply the heat of the high pressure refrigerant of the heating heat pump 50 to the refrigerant of the evaporator 14 It is
  • the heat pump heat exchanger 54 is a first heat supply unit that supplies heat to the refrigerant of the heating refrigerant circuit 11.
  • the heating expansion valve 55 is a pressure reducing unit that reduces the pressure of the refrigerant heat-exchanged by the heat pump heat exchanger 54.
  • the heating evaporator 56 is a heat exchanger that causes the refrigerant to absorb heat by exchanging heat between the refrigerant decompressed by the heating expansion valve 55 and the outside air.
  • the transaxle 51 is connected to an output shaft (not shown) of the engine 21.
  • the transaxle 51 is a heat generating device that generates heat as it operates.
  • the transaxle 51 is disposed in the oil circuit 60.
  • the oil circuit 60 is a circuit through which oil for lubricating the transaxle 51 circulates. If the temperature of the oil is too low, the viscosity of the oil becomes too high and it becomes a running resistance or it becomes impossible to switch to the high revolution gear stage, so it is necessary to warm up the transaxle 51.
  • the oil circuit 60 includes an oil pump 61, an oil heat exchanger 62, an oil radiator 63, and an oil valve 64.
  • the oil pump 61 sucks and discharges the oil of the oil circuit 60.
  • the oil heat exchanger 62 is a heat exchanger that exchanges heat between the oil that has cooled the transaxle 51 and the refrigerant of the evaporator 14 to supply the heat of the oil to the refrigerant of the evaporator 14.
  • the oil heat exchanger 62 is a second heat supply unit that supplies heat to the refrigerant of the heating refrigerant circuit 11.
  • the oil radiator 63 is a heat exchanger that cools the oil by heat exchange between the oil that has cooled the transaxle 51 and the outside air.
  • the oil heat exchanger 62 and the oil radiator 63 are disposed in parallel to each other with respect to the flow of oil.
  • the oil valve 64 is a valve that adjusts the ratio of the oil flow rate to the oil heat exchanger 62 side and the oil flow rate to the oil radiator 63 side.
  • the evaporator 14 is inclined relative to the vertical direction of the vehicle so that the electric heater 18 and the heat pump heat exchanger 54 are on the lower side, and the cooling water heat exchanger 19 and the oil heat exchanger 62 are on the upper side. It is fixed to
  • the electric heater 18 and the heat pump heat exchanger 54 are disposed in contact with the lower surface of the evaporator 14 which is inclined with respect to the vertical direction of the vehicle so as to conduct heat.
  • the cooling water heat exchanger 19 and the oil heat exchanger 62 are disposed in heat conductive contact with the upper surface of the evaporator 14 which is inclined with respect to the vertical direction of the vehicle.
  • the electric heater 18 is disposed below the heat pump heat exchanger 54.
  • the oil heat exchanger 62 is disposed above the cooling water heat exchanger 19.
  • the electric heater 18 and the oil heat exchanger 62 sandwich the evaporator 14.
  • the heat pump heat exchanger 54 and the cooling water heat exchanger 19 sandwich the evaporator 14.
  • the cooling refrigerant circuit 52 is filled with a refrigerant. Similarly to the heating refrigerant circuit 11, the cooling refrigerant circuit 52 is a heat medium circuit in which a refrigerant as a working fluid circulates. In the present embodiment, fluorocarbon-based refrigerants such as HFO-1234yf and HFC-134a are used as the refrigerant.
  • the refrigerant of the cooling refrigerant circuit 52 is a cooling working fluid.
  • the cooling refrigerant circuit 52 is a heat pipe that transfers heat by evaporation and condensation of the refrigerant.
  • the cooling refrigerant circuit 52 is a loop thermosiphon in which a flow path through which the gaseous refrigerant flows and a flow path through which the liquid refrigerant flows are separated.
  • the cooling refrigerant circuit 52 includes a cooling evaporator 65, a cooling condenser 66, a cooling gas refrigerant pipe 67, and a cooling liquid refrigerant pipe 68.
  • the cooling evaporator 65 is accommodated in the air conditioning casing 12.
  • the cooling evaporator 65 is an endothermic heat exchanger that absorbs heat from the electric heater 18 and the cooling water heat exchanger 19 to evaporate the refrigerant.
  • the cooling evaporator 65 is disposed upstream of the condenser 15 in the air flow in the air conditioning casing 12. In the air flow in the air conditioning casing 12, an air mix door 69 is disposed between the cooling evaporator 65 and the condenser 15.
  • the air mix door 69 is an air temperature control unit that adjusts the temperature of the conditioned air blown out from the air conditioning casing 12 to the vehicle interior space 2.
  • the air mix door 69 is an air volume ratio adjustment unit that adjusts the ratio of the air volume of the air passing through the condenser 15 to the air volume of the air bypassing the condenser 15 among the air cooled by the air cooling heat exchanger It is.
  • the cooling condenser 66 can conduct heat between the cooling heat pump heat exchanger 70 and the cooling water heat exchanger 71.
  • the cooling condenser 66 has a thin rectangular solid outer shape.
  • the heat pump heat exchanger 70 for cooling and the cooling water heat exchanger 71 for cooling have a rectangular parallelepiped outer shape.
  • the cooling condenser 66 is fixed to the engine compartment 3 so as to be inclined with respect to the vertical direction of the vehicle so that the heat pump heat exchanger 70 for cooling and the cooling water heat exchanger 71 for cooling are on the upper side.
  • a heat pump heat exchanger 70 for cooling and a cooling water heat exchanger 71 for cooling are disposed in contact with the upper surface of the cooling condenser 66 inclined with respect to the vertical direction of the vehicle so as to be thermally conductive.
  • a plate-shaped heat conduction member may be interposed between the cooling condenser 66 and the cooling heat pump heat exchanger 70 and between the cooling condenser 66 and the cooling water heat exchanger 71. .
  • the cooling water heat exchanger 71 for cooling is disposed above the heat pump heat exchanger 70 for cooling.
  • the cooling heat pump heat exchanger 70 is a heat exchanger that causes the low pressure refrigerant of the cooling heat pump cycle 72 to absorb heat from the cooling condenser 66 to evaporate the low pressure refrigerant of the cooling heat pump cycle 72.
  • the cooling heat pump heat exchanger 70 is a heat absorbing portion that absorbs heat from the refrigerant of the cooling refrigerant circuit 52.
  • the cooling heat pump cycle 72 includes a cooling compressor 73, a cooling heat pump condenser 74, a cooling expansion valve 75, and a cooling heat pump heat exchanger 70.
  • the cooling compressor sucks, compresses and discharges the refrigerant of the cooling heat pump cycle 72.
  • the heat pump condenser 74 for cooling is a heat exchanger which performs heat exchange between the high pressure refrigerant discharged from the cooling compressor and the outside air to cool and condense the high pressure refrigerant.
  • the cooling expansion valve 75 is a pressure reducing unit that reduces the pressure of the refrigerant heat-exchanged by the cooling condenser 66.
  • the heat pump heat exchanger 70 for cooling is a heat exchanger that exchanges heat between the refrigerant decompressed by the cooling expansion valve 75 and the refrigerant of the cooling condenser 66 and absorbs heat to the refrigerant decompressed by the cooling expansion valve 75. is there.
  • the cooling water heat exchanger 71 for cooling is a heat exchanger that causes the cooling water of the cooling water circuit 76 to absorb heat from the cooling condenser 66.
  • the cooling water heat exchanger 71 for cooling is a heat absorbing portion that absorbs heat from the refrigerant of the cooling refrigerant circuit 52.
  • the cooling water circuit 76 is a circuit through which cooling water for cooling the refrigerant of the cooling condenser 66 circulates.
  • the cooling water circuit 76 includes a cooling water pump 77, a cooling water heat exchanger 71, a cooling radiator 78, and a cooling reserve tank 79.
  • the cooling water pump 77 for cooling is a pump that sucks in and discharges the cooling water of the cooling water circuit 76 for cooling.
  • the cooling water heat exchanger 71 for cooling is a heat exchanger that cools the cooling condenser 66 by cold energy of the cooling water of the cooling water circuit 76.
  • the cooling radiator 78 is a heat exchanger that radiates the cooling water absorbed from the cooling condenser 66 by the cooling water heat exchanger 71 to the outside air.
  • the cooling reserve tank 79 is a cooling water storage unit that stores excess cooling water of the cooling water circuit 76.
  • the heat pump heat exchanger 70 for cooling is used for cooling as in this embodiment. It is preferable that the cooling water heat exchanger 71 be disposed below the direction of gravity.
  • the condenser 66 for cooling the liquid phase pipe 68 for cooling, the evaporator 65 for cooling, the vapor phase pipe 67 for cooling, the heat pump heat exchanger 70 for cooling, and the cooling water heat exchanger 71 for cooling are provided. doing.
  • heating can be performed not only by the loop-type thermosyphon (specifically, the heating refrigerant circuit 11) but also cooling can be performed by the loop-type thermosyphon (specifically, the cooling refrigerant circuit 52).
  • the electric heater 18, the cooling water heat exchanger 19, the heat pump heat exchanger 54 and the oil heat exchanger 62 are disposed in contact with one evaporator 14.
  • the electric heater 18, the cooling water heat exchanger 19, the heat pump heat exchanger 54, and the oil heat exchanger 62 are integrated into one evaporator 14. Therefore, reduction in size and weight can be realized.
  • the heat pump heat exchanger 70 for cooling and the cooling water heat exchanger 71 for cooling are thermally disposed in contact with one cooling condenser 66, but in the present embodiment, FIG.
  • two cooling condensers 66, 80 are arranged in parallel in the cooling refrigerant flow, and one of the cooling condensers 66 (in other words, the first cooling condenser) is a heat pump heat pump for cooling.
  • the exchanger 70 is disposed in thermal contact, and the other cooling condenser 80 (in other words, the second cooling condenser) exchanges heat between the refrigerant of the cooling refrigerant circuit 52 and the outside air to perform cooling.
  • the refrigerant of the refrigerant circuit 52 is cooled and condensed.
  • the outside air blower 81 is an outside air blower for blowing outside air to the other cooling condenser 80.
  • the heat of the condenser 15 is used for heating, but in the present embodiment, the heat of the condenser 15 is used not only for heating but also for warming up the engine 21 as shown in FIG. .
  • the cooling water heat exchanger 19 of the cooling water circuit 20 is accommodated in the air conditioning casing 12 and is disposed in contact with the surface of the condenser 15 on the upstream side of the air flow so as to be able to conduct heat.
  • the evaporator 14 is fixed to the engine compartment 3 at an angle with respect to the vertical direction of the vehicle such that the electric heater 18 is on the lower side and the oil heat exchanger 62 is on the upper side.
  • the electric heater 18 is disposed in contact with the lower surface of the evaporator 14 which is inclined with respect to the vertical direction of the vehicle so as to conduct heat.
  • the oil heat exchanger 62 is disposed in heat conductive contact with the upper surface of the evaporator 14 which is inclined with respect to the vertical direction of the vehicle. The electric heater 18 and the oil heat exchanger 62 sandwich the evaporator 14.
  • the indoor blower 13 blows air toward the cooling water heat exchanger 19 and the condenser 15 so that the air is heated by the cooling water heat exchanger 19 and the condenser 15 and blown out into the vehicle interior space 2. That is, the heat of the condenser 15 is used for heating. Further, the heat of the coolant heat exchanger 19 (in other words, the heat of the engine 21) is also used for heating.
  • the transaxle or battery can also be warmed up.
  • the air heated by the cooling water heat exchanger 19 and the condenser 15 may be used not only for heating but also for warming up various equipment.
  • the various devices to be warmed up can be warmed up directly in the condenser 15 without air if they are disposed in heat conductive contact with the condenser 15.
  • the condenser 15 exchanges heat between the refrigerant evaporated in the evaporator 14 and the air blown into the passenger compartment space 2 without passing through another heat medium.
  • the refrigerant evaporated in the evaporator 14 and the air blown into the vehicle interior space 2 may be subjected to heat exchange via another heat medium.
  • the heat source is the electric heater 18, the engine 21, the inverter 40, and the transaxle 51, but the heat source may be a battery, a traveling motor, an intercooler, or the like.
  • the heat transfer between these heat sources and the evaporator 14 be performed via a heat medium such as cooling water. This is because it is possible to adjust the amount of heat transferred between these heat sources and the evaporator 14 with a pump or a valve.
  • the input / output characteristics of the battery can be improved by warming the battery to the lower limit temperature (for example, 0 ° C. or more).
  • the vehicle 1 is a hybrid vehicle, but the vehicle 1 may be an electric vehicle, a fuel cell vehicle or the like.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'objectif de la présente invention est de fournir un système de chauffage du type thermosiphon qui utilise une pluralité de sources de chaleur, l'utilisation d'une source de chaleur pour réchauffer une autre source de chaleur étant accomplie avec une conception simple. Ce système de chauffage du type thermosiphon comprend un évaporateur (14), un tuyau de gaz (16), un condenseur (15), un tuyau de liquide (17), une première unité d'alimentation en chaleur (18, 54), une seconde unité d'alimentation en chaleur (19, 62) et une unité de commande (30, 53). Dans l'évaporateur, un fluide de travail en phase liquide absorbe la chaleur et s'évapore. Dans le condenseur (15), le fluide de travail transfère de la chaleur à l'air et se condense. La première unité d'alimentation en chaleur (18, 54) et la seconde unité d'alimentation en chaleur (19, 62) sont agencées de manière à être raccordées à l'évaporateur d'une façon thermoconductrice pour fournir de la chaleur au fluide de travail. L'unité de commande (30, 53) commande la quantité de chaleur fournie au fluide de travail à partir de la première unité d'alimentation en chaleur. L'évaporateur, la première unité d'alimentation en chaleur et la seconde unité d'alimentation en chaleur sont conçus de sorte que lorsque la température de la première unité d'alimentation en chaleur est supérieure au point d'ébullition du fluide de travail et la température de la seconde unité d'alimentation en chaleur est inférieure au point d'ébullition du fluide de travail, un fluide de travail dans l'évaporateur qui est porté à ébullition en raison de la chaleur fournie à partir de la première unité d'alimentation en chaleur transfère de la chaleur à la seconde unité d'alimentation en chaleur et se condense.
PCT/JP2018/040635 2017-11-28 2018-11-01 Système de chauffage du type thermosiphon WO2019107058A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2017-227881 2017-11-28
JP2017227881 2017-11-28
JP2018122682A JP7102977B2 (ja) 2017-11-28 2018-06-28 サーモサイフォン式暖房装置
JP2018-122682 2018-06-28

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WO2019107058A1 true WO2019107058A1 (fr) 2019-06-06

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61211668A (ja) * 1985-03-15 1986-09-19 松下電工株式会社 除湿機
JPH05203195A (ja) * 1992-01-29 1993-08-10 Hitachi Ltd 間接冷媒空調装置、間接冷媒空調装置用の脱着型熱交換器及び間接冷媒空調方法
JP2001304659A (ja) * 2000-04-24 2001-10-31 Shinko Kogyo Co Ltd 蓄熱量制御ビル空気調和システム
JP2012255624A (ja) * 2011-06-10 2012-12-27 Panasonic Corp 電気自動車
JP2013103632A (ja) * 2011-11-15 2013-05-30 Furukawa Electric Co Ltd:The 自動車用の暖房システム、熱輸送システム
JP2013169955A (ja) * 2012-02-22 2013-09-02 Furukawa Electric Co Ltd:The 自動車用の熱回収装置、自動車用の暖房システムおよびこれを用いた自動車
JP2017035953A (ja) * 2015-08-07 2017-02-16 株式会社フジクラ 車両用空調装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61211668A (ja) * 1985-03-15 1986-09-19 松下電工株式会社 除湿機
JPH05203195A (ja) * 1992-01-29 1993-08-10 Hitachi Ltd 間接冷媒空調装置、間接冷媒空調装置用の脱着型熱交換器及び間接冷媒空調方法
JP2001304659A (ja) * 2000-04-24 2001-10-31 Shinko Kogyo Co Ltd 蓄熱量制御ビル空気調和システム
JP2012255624A (ja) * 2011-06-10 2012-12-27 Panasonic Corp 電気自動車
JP2013103632A (ja) * 2011-11-15 2013-05-30 Furukawa Electric Co Ltd:The 自動車用の暖房システム、熱輸送システム
JP2013169955A (ja) * 2012-02-22 2013-09-02 Furukawa Electric Co Ltd:The 自動車用の熱回収装置、自動車用の暖房システムおよびこれを用いた自動車
JP2017035953A (ja) * 2015-08-07 2017-02-16 株式会社フジクラ 車両用空調装置

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